pylon500

I think the members numbers vs voter numbers is always going to be a problem. By the same token, how would having say 50% of the membership turning up at an AGM be handled? I initially think it would be easier to do all voting on line, but then I realise that a large portion of our membership is probably computer illiterate. Even those here on the forum only make up a small proportion of membership. This usually means we have to go back to the current system relying on the magazine, that turns up late and is a mouthpiece for those who we now find don't always tell us all the information needed to make informed decisions. These are problems beyond my mere Instructor level to fathom.....

Re you tail trim tab, is it an 'Anti Servo Tab' or simply an adjusting tab?

Remember, the safest aircraft is one that is welded to the ground, preferably with a large fence around it.

Thought I recognised the name.... Or how about one from 22 years ago? Flew with you (I think)out of Proserpine and did water circuits off Airlie, 14/04/91. Arthur.

So, is that a three barrel 'common knocker'? Going to run on diesel? Rootes blower or turbo?

Guess you mean the Kittyhawks... Couldn't hear the sound of the Se5's motor for the wires

Could you imagine the arguments between Jeremy Clarkson and James May over this....

I would regularly get the 'Microsoft' slow computer callers from India. Sometimes I just tell them I'm on a Mac and they hang up. Or, if I want a bit of fun I ask them to hold a minute while my call tracker finishes downloading their phone number. The beginners hang up right away, the smart-a$$es usually say "You can not find our switchboard number", to which I reply, "Country code 91, and area code 33, I then slow down as if waiting for more numbers and slowly say, two, two, (pause), one, (another longer pause) four"... This is a valid country/area heading for an area in India known for these calls. And if they haven't hung up, say things like "That's interesting.... my Mac is having trouble with your last numbers, I guess I could just add 3111 for your switchboard?" Trouble is I'm usually having tea when they ring up....

While it is obviously better to solve your 'leak' problem, it is something that can still happen on rare occasions, and there goes another window If these are side windows, you could look into a more 'Hydro Carbon' proof material. Have a look for PET (Polyethylene Terephthalate), the stuff that soft drink bottles are made from.

Nice glider, just don't do aerobatics in them.... Oops, didn't look at full post

The Rolls Royce Merlin, and Packhard license built Merlins were used in a wide range of aircraft. Just a short list; Spitfire, Hurricane, Defiant, Mosquito, Lancaster, Mustang, (P-15) Lightning, (P-38) KittyHawk, (P-40) And numerous lesser known aircraft...

It's surprising that with better performance engines, ballistic parachute systems and hopefully some better knowledge and materials, that these things aren't everywhere?

I think I had the same a while back. My inverted 582 would be cruising nicely at around 5700~5800 when a noticeable 'bang' would come through the airframe, and then nothing would happen for a while. Temps would be nominal at around 1100f° but I found if I opened up a bit, bringing the temps down a bit, it would go away. This created problems sometimes in that I would start to exceed my rough air speed, and would end up climbing, sometimes 'quite' high. This problem mostly showed up when flying back from Narromine, using 100ll avgas. I once landed at Bathurst after a series of these events and found the plugs badly fouled. Never fully determined the problem and about 40 hours later through inadvertent throttle management, the engine blew up. Was a non oil injected grey head.

GREED is what drives the bean counters at most councils (so it would seem). Had one airport that within 6 years, went from charging local pilots $250 a year (unlimited) to operate at the airport, to $360 a year, to $500 a year and finally to $900 a year for 100 'movements'. One of the local owners (in his 70's) didn't mind paying $250 a year, even if he only flew five or six times a year. Seemed like reasonable value for unlimited access, and no irregular bills coming in, but when it got to the top figure and the fact he only flew twice last year, he now pays the Avdata landing fee. That means that this year, instead of the council getting between $250 to $500, they got $22.20 +GST. Some councils just can't see the forrest for the trees

Surprisingly realistic in some views..

Was going to make similar comment, but they mention the designer is one of the Technam team. Engine is a modified, fuel injected 912.

If you want to fly recreational (read 'Ultralight'), you need to get with the RAAus. check here; <http://www.raa.asn.au/wp-content/uploads/2012/02/Section-2.13-Conversion-of-General-Aviation-or-Glider-Pilots.pdf>

Looks good, could do with some 'roll-over' protection though.. Some aero's;

Some LSA aircraft can be built from a kit, but being 'homebuilt', they cannot be used in schools. These aircraft, although LSA and therefore '24', are given the prefix 'E24'. The benefit? 600kg MTOW, (half of this would be paperwork......)

Thought it would turn out like that, once I decided NOT to go...

Sorry if this has been asked before and such a Newbie Question But That's what we're here for Whats the advantage about training in a certain Aircraft i.e. if you do you training in say a foxbat you can fly a J160 under the same license??(assuming they are registered RA (or whatever)) Sort of; There is discussion about some aircraft and if they fit in 'High Performance' or 'Low Performance'. Some Foxbats are low, while others high. The Jab160 is 'High'. All have to be RAAus registered. What if one was to obtain a certificate in a Microlight can they then fly an ultralight?? If by Microlight, you mean 'Trike', no. A Trike is weight shift, the others are 3 Axis. Each needs it's own endorsement. Also can one start training with one Flying school and transfer the credited time to another All hours are supposed to be recognised, but not necessarily from your log book. You should get school 1 to send a copy of your training to school 2. If you mean RAAus to GA, or reverse, they are supposed to recognise, but I wouldn't guarantee it. What License/Certificate do you require for experimental Registered Aircraft?? If Experimental GA (VH registered), you need PPL, or maybe the new RPL license. If ELSA (Experimental Light Sports Aircraft) and registered with RAAus, then just an RAAus license, endorsed to suit, ie tail/nosewheel, two/four stroke, high/low performance, float, etc. Where is all this documented ( I remember reading it some time ago and for the life of cannot find it now) Basically in the OP's manual. OOPS, Dazza beat me.....

All looks like too much fun. Why do I feel the fun police will probably get involved...?

From a designer and certifier (not me) point of view, the above is actually a reason to HAVE a stall warning; ie, the aircraft does not 'tell' you that a stall is coming. Having said that, yes, the Gazelle is a totally benign thing to fly, and the stall warning is an awkward thing to adjust. I got tired of it going off at 55kts on climb out, but not even going off on full stall landings? I cured it by pulling the fuse when teaching 'ultralight' pilots. As for certification, this is still a burden we must bare until we can get more control of the decision making for recreational aircraft.

You've heard of 'Flash Mobs' and 'Flash Parties'? Well, today we had a 'Flash Fly In'! Seemed a group of vintage car enthusiasts thought to have a drive up to Old Bar. One of the car owners owns a Tiger Moth at Luskintyre and said "I might meet you there in my Tiger" A couple of his mates heard about it and thought they might follow him. One of the local gyro guys, who flies out to Old Bar regularly mentioned to a mate to come and look at the old cars... One thing led to another, and; 28 aircraft turned up! The wind conditions were starting to pick up buy mid morning, so many of the later arrivals entertained the growing crowd with their encounters with the crosswind/windshear. Oh, and a stack of old cars turned up:cops: Final tally; Gyros, 6 Tigers, 5 Jabirus, 3 Cessnas, 3 Peil Emiraudes 2 And one each of; Stearman, Stinson, Brumby, Giles, Eurofox, Lightwing, Foxbat, Cub and Yak. And not a ferris wheel in sight. Arthur.

Looks like we lost the Tread Drift smilie...? Anyway, reading through all this talk about a 1 ½ seater, plus I was trolling google for something similar and realised it basically described the plane I designed an built back around '95. As a 95:10, it had plenty of space in the back for luggage, a 503 up front and folding wings. With a bigger motor (582), it became a '19' class and got a seat in the back. Build history here; https://picasaweb.google.com/113292981019876413104/BuildingAndFlyingTheStollite# As for Simple 95:10 single seaters, I think many would be interested in the Macro.... How simple was it?